Electric hydraulic motor system for aircraft

ABSTRACT

An electric hydraulic motor system for aircraft having at least a taxing and takeoff mode. While in the taxiing and takeoff mode, a battery and optionally other sources of energy stored within the aircraft together provide energy to drive an electric motor, which in turn drives a hydraulic pump creating hydraulic pressure within the aircraft hydraulic system. The increase in hydraulic pressure within the system actuates a hydraulic motor connected to the aircraft wheels, thereby providing rotation to the wheels of the aircraft, moving the aircraft forward.

This application is a continuation-in-part of the previously filed,copending U.S. patent application entitled “ELECTRIC HYDRAULIC MOTORSYSTEM FOR AIRCRAFT” filed Sep. 24, 2015, application Ser. No.14/662,052, the entire disclosure of which is hereby incorporated hereinby reference.

BACKGROUND

The present invention pertains to an electric hydraulic motor system forproviding forward, backward movement and braking during taxiing of anaircraft, take-off and landing—replacing the need for aircraft enginesfor propulsion.

Aircraft taxiing is the movement of an aircraft on the ground, under itsown power, in contrast to towing or push-back where the aircraft ismoved by a tug. The aircraft usually moves on wheels, but the term alsoincludes aircraft which may utilize skis or floats for water basedtravel.

Normally, the thrust to propel the aircraft forward comes from itspropellers or jet engines. Typical aircraft can spend a significantamount of time taxiing requiring a significant amount of fuel which maycause high levels of emissions and noise pollution.

The present invention provides a system for reducing these problems. Thedifficulties inherent in the art are therefore overcome in a way whichis simple, useful, and efficient—which will provide better and moreadvantageous results by reducing aircraft fuel consumption, emissions,and noise pollution.

SUMMARY

For the foregoing reasons, what is needed is an electric hydraulic motorsystem for providing braking and propulsion to an aircraft without theassistance of the aircraft primary engine.

In a version of the invention, the aircraft system comprises an electrichydraulic motor system for aircraft having wheels, comprising: (a) asource of power; (b) an electric motor operatively connected to thesource of power of the aircraft; (c) a hydraulic system of the aircraft;(d) a hydraulic pump operatively connected to each the electric motorand the hydraulic system of the aircraft; and (e) a hydraulic motoroperatively connected to each wheel of the aircraft and the hydraulicsystem of the aircraft; and wherein while in taxiing and takeoff modethe source of power of the aircraft provide electricity to drive theelectric motor, which drives the hydraulic pump, which creates hydraulicpressure within the hydraulic system to actuate the hydraulic motors inorder to drive the wheels of the aircraft.

In another version of the invention, the aircraft system comprises abattery; an electric motor and an electric generator, both the electricmotor and the electric generator are operatively connected to thebattery of the aircraft. The version futher comprises a hydraulic systemof the aircraft; a first hydraulic pump operatively connected to eachthe electric motor and the hydraulic system of the aircraft; and a firsthydraulic motor operatively connected to each wheel of the aircraft andthe hydraulic system of the aircraft. A second hydraulic motor isprovided and operatively connects to each the electric generator and thehydraulic system of the aircraft; and a second hydraulic pump isprovided operatively connected to each wheel of the aircraft and thehydraulic system of the aircraft.

The version has two modes of operation—the first a taxiing and takeoffmode wherein while in taxiing and takeoff mode, the battery storage ofthe aircraft provides electricity to drive the electric motor, whichdrives the hydraulic pump, which creates hydraulic pressure to actuatethe first hydraulic motor in order to drive the wheels of the aircraft.

The second mode of operation is a braking mode—wherein while in brakingmode the rotation of the wheels of the aircraft drive the secondhydraulic pump which supplies hydraulic pressure to the aircrafthydraulic system.

In another version of the invention, the electric hydraulic motor systemfurther utilizes a hydrogen fuel cell in order to provide a source ofenergy. The electric motor is operatively connected to the battery andhydrogen fuel cell of the aircraft. In the version, while in taxiing andtakeoff mode, the battery storage and hydrogen fuel cells provideelectricity to drive the electric motor which drives the hydraulic pumpwhich creates hydraulic pressure to actuate the first hydraulic motor inorder to drive the wheels of the aircraft.

In yet another version, the electric hydraulic motor system furtherutilizes a wireless power transfer system for providing battery chargethroughout landing, takeoff, taxiing, and parking.

In other versions of the invention suited for heavy aircraft, anauxiliary power unit can be utilized in conjunction with the batteryand/or hydrogen fuel cell in combination in order to provide electricityto the electric hydraulic motor system. Moreover, the auxiliary powerunit can be configured to charge the aircraft battery and directlyprovide hydraulic pressure to the hydraulic system of the aircraft.

The electric hydraulic motor system can be configured to carry out bothmodes of operation or configured to provide only one of the modes ofoperation.

Still other benefits and advantages of the invention will becomeapparent to those skilled in the art to which it pertains upon a readingand understanding of the following detailed specification.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the presentinvention will become better understood with regard to the followingdescription, appended claims, and accompanying drawings where:

FIG. 1 is a schematic view of a version of the system of the presentinvention while in the taxiing and takeoff mode;

FIG. 2 is a schematic view of a version of the system of the presentinvention while in the landing and braking mode;

FIG. 3 is a schematic view of a version of the system of the presentinvention detailing the use of an optional hydrogen fuel cell andauxiliary power unit as a source of power; and

FIG. 4 is a schematic view of a version of the system of the presentinvention detailing the use of a wireless power transfer system as asource of power.

DESCRIPTION

Referring now to the drawings wherein the showings are only for purposesof illustrating a preferred version of the invention and not forpurposes of limiting the same.

The following detailed description is of the best currently contemplatedmodes of carrying out exemplary versions of the invention. Thedescription is not to be taken in the limiting sense, but is made merelyfor the purpose of illustrating the general principles of the invention,since the scope of the invention is best defined by the appended claims.

Various inventive features are described below that can each be usedindependently of one another or in combination with other features.

With reference now to FIG. 1 and FIG. 2, a new electric hydraulic motorsystem for aircraft is provided which embodies the concepts of thepresent invention and generally designated by the reference numeral 100A(taxi and takeoff mode) and 100B (braking and landing mode).

FIG. 1 and FIG. 2 are schematic views of the system while in the taxiingand takeoff mode and the braking mode respectively. The system comprisesa battery 110, an electric motor 120 and an electric generator 130, boththe electric motor 120 and the electric generator 130 are operativelyconnected to the battery 110 of the aircraft. The system includes ahydraulic system 150 of the aircraft as currently known in the artrelating to hydraulic machinery and a first hydraulic pump 140. Thefirst hydraulic pump 140 is operatively connected to each the electricmotor 120 and the hydraulic system 150 of the aircraft. A firsthydraulic motor 160A and 160B is provided which is operatively connectedto each corresponding wheel 170A and 170B of the aircraft and thehydraulic system 150 of the aircraft. A second hydraulic motor 180 isprovided that is operatively connected to each the electric generator130 and the hydraulic system 150 of the aircraft. Wheel driven secondhydraulic pumps 190A and 190B are operatively connected to the wheels170A and 170B of the aircraft and the hydraulic system 150.

The version 100 has two modes of operation—the first a taxiing andtakeoff mode 100A as depicted by FIG. 1 and a landing and braking mode100B as depicted by FIG. 2. While in taxiing and takeoff mode, theversion 100A provides forward and backward movement and braking,replacing the need for the aircraft to operate with the engines poweredon. In particular, during the taxiing and takeoff mode, the electrichydraulic motor system 100A provides rotation of the aircraft wheels170A and 170B, imparting movement of the aircraft. In particular, thebattery 110 provides electricity to drive the electric motor 120, whichdrives the hydraulic pump 140, which increases hydraulic pressure withinthe hydraulic system 150. The increase in hydraulic pressure is appliedto actuate each first hydraulic motor 160A and 160B which creates atorque action, driving the corresponding wheels 170A and 170B of theaircraft. The system 100A works while the aircraft wheels are in contactwith the ground throughout landing, taxiing, and takeoff. Moreover,while in takeoff, the system 100A may provide additional forwardmomentum in aggregate with the aircraft engines to the aircraft in orderto reduce the amount distance to take off

The second mode of operation is the landing and braking mode 100B whichis depicted by FIG. 2. During the landing and braking mode, the electrichydraulic motor system imparts a braking action to the aircraft whilesimultaneously providing hydraulic pressure to the hydraulic system 150,which may be configured to charge the aircraft battery 110.

Preferably, the battery 110 is a chargeable battery storage as known inthe art of batteries. A single battery unit can be utilized or a seriesof multiple batteries can be utilized for storage and a source of power.In particular, the wheels 170A and 170B of the aircraft, drive the wheeldriven second hydraulic pumps 190A and 190B which creates hydraulicpressure within the hydraulic system 150 to drive the second hydraulicmotor 180, which drives the electric generator 130, which simultaneouslyslows the aircraft and charges the battery 110. Thus, the system 100Butilizes regenerative braking in order to provide hydraulic pressure tothe hydraulic system 150, charging the battery 110 while simultaneouslyreducing the speed of the aircraft throughout the landing roll.

The system 100 can be configured to carry out both modes of operation orconfigured to provide only one of the modes of operation as describedabove.

As depicted in FIG. 2, the electric hydraulic motor system may alsoinclude a hydraulic accumulator 500. The hydraulic accumulator 500stores hydraulic pressure created by the hydraulic pumps 190A and 190Bduring landing to enable the hydraulic system 150 to effectively storethe increased energy associated with an abrupt rotation of the wheels170A and 170B of the aircraft during landing.

Referring to FIG. 3, an alternative electric hydraulic motor system 200is illustrated. In the version 200, an alternative power sources may beutilized, during the taxiing and takeoff mode, in place of or inconjunction with the battery 110. As shown in FIG. 3, the electrichydraulic motor system 200 may further comprise the use of a hydrogenfuel cell 300 and/or auxiliary power unit 400 which are operativelyconnected to the electric motor 120.

The hydrogen fuel cell 300 combines hydrogen and oxygen to produceelectricity which drives or assists in driving the electric motor 120 ofthe electric hydraulic motor system 200 during the taxiing and takeoffmode. The electric motor 120 drives the hydraulic pump 140 which createshydraulic pressure within the hydraulic system 150, which actuates thefirst hydraulic motors 160A and 160B in order to drive the correspondingwheels 170A and 170B of the aircraft.

In other versions of the invention suited for heavy aircraft, anauxiliary power unit 400 can be utilized by itself or in combinationwith the battery 110 and/or hydrogen fuel cell 300 in order to provideadditional electricity to the electric hydraulic motor system 200 whilein the takeoff and landing mode. Thus, during take-off, the system 200in combination with the auxiliary power unit 400 combine to move theaircraft forward.

Moreover, the auxiliary power unit 400 can be operatively connected toand configured to charge the aircraft battery 110 as shown in FIG. 3.Additionally, the auxiliary power unit 400 may be operatively configuredto directly provide hydraulic pressure to the hydraulic system 150 ofthe aircraft as shown in FIG. 3. Thus, while in taxiing and takeoffmode, the auxiliary power unit 400 of the aircraft provides additionalhydraulic pressure to the hydraulic system 150, which imparts hydraulicpressure to actuate the first hydraulic motors 160A and 160B in order todrive the wheels 170A and 170B of the aircraft without the assistance ofaircraft engine power. Thereby, bypassing the need to provideelectricity to the electric motor 120 and first hydraulic pump 140.

In yet another optional version as illustrated by FIG. 3 and FIG. 4, awireless power transfer system 600 may be utilized by itself or incombination with the other aforementioned power sources in order toprovide electric power to the electric hydraulic motor system 200.Ideally, the wireless transfer system 600 can be operably connected toand configured to charge the aircraft battery 110. The wireless powertransfer system 600 can be any system which is configured to transferelectrical power from an external power source 320 apart from theaircraft to the electric hydraulic motor system 200 or battery 110without the use of a direct wired connection. For example, and referringto FIG. 4, an Inductive Power Transfer (“IPT”) may be utilized to createa wireless connection between the aircraft electrical hydraulic motorsystem 200 and an external power source 320. IPT is the transfer ofpower via a resonant inductive electromagnetic power transfer across anair gap 330. IPT is based on a changing magnetic field produced byalternating currents in a primary coil 340, inducing a voltage andcurrent in a secondary coil 350 across the air gap 330. The primary coil340 may be embedded in a taxiway, runway, or other surface whichaircraft travel over or are statically positioned.

In particular, the principle of IPT occurs when a power supply producesan alternating electric current in the primary coil 340 which isembedded in the taxi way, which, in turn, produces a time-changingmagnetic field. This variable magnetic field induces an electric current(producing a magnetic field) in the secondary coil 350, ideallypositioned near the undercarriage of an aircraft. The induced AC andvoltage are then rectified to Direct Current (DC) (in an inverter) torecharge the battery 110. Thus, the aircraft electrical hydraulic motorsystem 200 battery 110 may be charged during taxi and takeoff mode andwhile statically positioned. Ideally, the wireless power transfer system600 is configured so that the aircraft battery 110 is continuously beingcharged throughout taxiing, landing, takeoff, and parking.

Alternatively, other sources of power, particularly clean energysolutions may be utilized, such as a solar array operably connected tothe aircraft electric hydraulic system 200 or battery 110 in order toprovide an additional source of power.

The electrical hydraulic motor system has may advantages and benefits.The system harnesses the clean, kinetic energy of the aircraft—havingzero emissions—in order to charge the aircraft battery and providehydraulic pressure to the hydraulic system. Thus, throughout taxiing,the aircraft does not require the use of the aircrafts engines. Thus,mitigating noise and environmental pollution while saving fuel, time andmaintenance costs.

The previously described versions of the present invention have manyadvantages, including providing a system that is economical, reduces theneed for fossil fuels and lowers emissions and noise pollution.

The disclosures of the following U.S. Patents are incorporated in theirentirety by reference herein: U.S. Pat. No. 5,311,973; U.S. Pat. No.4,007,817; U.S. Pat. No. 5,839,554; U.S. Pat. No. 9,351,359; U.S. Pat.No. 5,415,603; U.S. Pat. No. 7,237,634; U.S. Pat. No. 6,644,427; U.S.Pat. No. 8,079,437; U.S. Pat No. 4,593,779; U.S. Pat. No. 6,330,498;U.S. Pat. No. 8,118,253; U.S. Pat. No. 8,016,228; and U.S. Pat. No.4,759,178.

Although preferred versions of the invention have been described inconsiderable detail, other versions of the invention are possible.

All the features disclosed in this specification (including andaccompanying claims, abstract, and drawings) may be replaced byalternative features serving the same, equivalent or similar purposeunless expressly stated otherwise. Thus, unless stated otherwise, eachfeature disclosed is one example only of a generic series of equivalentor similar features.

1. An electric hydraulic motor system for aircraft having wheels,comprising: (a) a source of power; (b) an electric motor operativelyconnected to the source of power of the aircraft; (c) a hydraulic systemof the aircraft; (d) a hydraulic pump operatively connected to each theelectric motor and the hydraulic system of the aircraft; and (e) ahydraulic motor operatively connected to each wheel of the aircraft andthe hydraulic system of the aircraft; and wherein while in taxiing andtakeoff mode the source of power of the aircraft provide electricity todrive the electric motor which drives the hydraulic pump which createshydraulic pressure within the hydraulic system to actuate the hydraulicmotors in order to drive the wheels of the aircraft.
 2. The electrichydraulic motor system of claim 1, wherein the source of power is awireless power transfer system.
 3. The electric hydraulic motor systemof claim 2, further comprising an auxiliary power unit, wherein while intaxiing and takeoff mode, the auxiliary power unit of the aircraftprovides additional hydraulic pressure to the hydraulic system, whichimparts hydraulic pressure to actuate the hydraulic motor in order todrive the wheels of the aircraft.
 3. The electric hydraulic motor systemof claim 1, wherein the source of power is a wireless power transfersystem operably connected to a battery, wherein while the aircraft istaxiing, the wireless power transfer system charges the battery.
 4. Theelectric hydraulic motor system of claim 1, wherein the source of poweris selected from the group consisting of a battery, wireless powertransfer system, hydrogen fuel cell, and an auxiliary power unit.
 5. Theelectric hydraulic motor system of claim 1, wherein the source of poweris a battery and a hydrogen fuel cell.
 6. The electric hydraulic motorsystem of claim 1, wherein the source of power is a battery, a hydrogenfuel cell, and an auxiliary power unit.
 7. The electric hydraulic motorsystem of claim 1, wherein the source of power is an auxiliary powerunit, wherein the auxiliary power unit is operatively connected to thehydraulic system of the aircraft; and wherein in taxiing and takeoffmode the auxiliary power unit of the aircraft provides additionalhydraulic pressure to the hydraulic system, which imparts hydraulicpressure to actuate the hydraulic motor, in order to drive the wheels ofthe aircraft.
 8. An electric hydraulic braking system for aircrafthaving wheels, comprising: (a) a chargeable battery; (b) an electricgenerator connected to the chargeable battery storage of the aircraft;(c) a hydraulic system of the aircraft; (d) a hydraulic motoroperatively connected to each the electric generator and the hydraulicsystem of the aircraft; and (e) a hydraulic pump operatively connectedto each wheel of the aircraft, and the hydraulic system of the aircraft;and wherein while in braking mode the rotation of the wheels of theaircraft drive the hydraulic pump which create hydraulic pressure todrive the hydraulic motor which drives the electric generator whichsimultaneously slows the aircraft and charges the chargeable batterystorage.
 9. The electric hydraulic braking system of claim 8, whereinthe hydraulic system of the aircraft comprises a hydraulic accumulator,wherein while in the braking mode, while landing, the hydraulicaccumulator stores hydraulic pressure created by the hydraulic pumpduring landing to effectively store the increased energy associated withan abrupt rotation of the wheels of the aircraft during landing.
 10. Anelectric hydraulic motor system for aircraft having wheels, comprising:(a) a battery; (a) a wireless power transfer system for charging thebattery; (b) an electric motor and an electric generator, both theelectric motor and the electric generator are operatively connected tothe battery of the aircraft; (c) a hydraulic system of the aircraft; (d)a first hydraulic pump operatively connected to each the electric motorand the hydraulic system of the aircraft; (e) a first hydraulic motoroperatively connected to each wheel of the aircraft and the hydraulicsystem of the aircraft; (f) a second hydraulic motor operativelyconnected to each the electric generator and the hydraulic system of theaircraft; and (g) a second hydraulic pump operatively connected to eachwheel of the aircraft, and the hydraulic system of the aircraft; whereinwhile in taxiing and takeoff mode, the battery of the aircraft provideselectricity to drive the electric motor, which drives the hydraulicpump, which creates hydraulic pressure within the hydraulic system toactuate the first hydraulic motor in order to drive the wheels of theaircraft; and wherein while in braking mode, the rotation of the wheelsof the aircraft drive the second hydraulic pump, which creates hydraulicpressure to drive the second hydraulic motor, which drives the electricgenerator which simultaneously slows the aircraft and charges thebattery.